Train-control apparatus



Dec. 25, 1928.

P. J. CLIFFORD TRAI N CONTROL APPARATUS 5 Sheets-Sheet Original Filed March 25. 1921 l @Trouw v Dec.v25, 1928. 1,696,382

P. J. CLIFFORD TRAIN CONTROL APPARATUS Original Filed MaTCh 23. v1921 5 Sheets-Sheet 2 Simac/ufo@ Dec. 25, 1928. 1,696,382

P. J. CLIFFORD TRA I N CONTROL APPARATUS original Filed March 23. 1921 5 sheets-sheet 5 E' .5, da@

y v 52C/ l Dec. 25, 1928. `1,696,382

Y P. J. CLIFFORD TRAIN CONTROL APPARATUS4 original Filed March 23 1921 5 sheets-sheet 4 f4 la 51a ff IN VEN TOR.

A TTORNEYS.

Dec. 25, 1928. 1,696,382

P. J. CLIFFORD 'TRAIN CONTROL APPARATUS Original Filed march 23'. 1921 5 sheetsheet 5 `A TTORNEYS,

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elapse before the engineer can recharge the train line pipe and thus take oif the brakes is due to the fact that the air pressure introduced to the valve casings A and B to operate the valves therein must be bled from these parts before these valves can be restored to normal position and the bleeding eect will not be initiated until pressure has built up in pipe 15 sufficiently, so that, passing to the operating means for resetting the valve 19 this will be turned to cut eff communication between the pipes 13 and 15 and open a bleed port at valve 19 so that air pressure will bleed from valve casings A and B and only when this has occurred can the disabling valve in casing B be reset by the engineer sending pressure through pipe 57 from the ordinary Testinghouse independent brake valve S6. Pipe 57 extends from the usual exhaust port of valve SG.

The automatic system just referred to, and fully described in my application mentioned above, provides for bringing the train to a full stop and presupposes that the engineer is incapacitated or is negligent.

These instances are comparatively rare and as set forth in the `application referred to, means are included in the present system whereby the engineer on approaching Va caution signal may continue running his train provided he is alert and paying attention to his work and slows down the speed of the train upon running into a danger zone.

rlhis means as in the application referred to, includes an eliminating valve B interposed in the pipe 15 and adapted when operated to eliminate the function ofthe automatic service valve A and the disabling valve B. This valve is operated to perform its eliminating function by pressure admitted thereto from the Westinghouse automatic brake valve H when the handle of said valve is operated to secure a Testinghouse application of the brakes. In the system described in said application, the air pressure from valve HG is supplied to the eliminating valve by a pipe 52, and when this Valve is operated by this air pressure it eliminates the function of the automatic system because this is not now necessary, owing to the fact that the engineer is performing his duty by applying the brakes by valves H the brake pressure escaping through the port marked B. P. Ex., i. e., brake pipe exhaust.

rllhe eliminating action, i. e., cutting out the automatic operation of the automatic stop system, can take place in the apparatus described in my previous application, and as thus far described herein, only when the engineer places the automatic brake valve H6 in service position and consequently only when a Westinghouse application of the brakes is effected by operating the valve H.

here are times, however, when it is desirable or rather'necessary to eliminate the action of the automatic system in order to comply with the rules governing the action of the engineers. Y

For instance, there is a rule laid down by the railroads that when a caution signal is displayed the engineer must bring his train under control by reducing speed without coming to a stop, so that he may be able to stop quickly on reaching a stop signal.

There is a further rule that when the speed of a train is low, say, ten miles an hour, and an application of the brakes is made, the application must be maintained until the train comes to a full stop. The latter rule exists because damage is liable to result if the brakes are released while the train is running at the low speed stated, this damage being due to the buckling of the train or to the pulling of a draw head, resulting from the erking of one car upon another.

My present improvement includes as one of its features means whereby the function of the automatic system may be eliminated without operating the handle of valve H6 and consequently without making a Westinghouse application of the brakes, so that, if the train is running at the low speed stated, or instance, ten miles an hour, which is under control, the engineer can pass a ramp at the approach indication without having the brakes applied by said ramp automatically and Without setting the brakes by a Testinghouse application, so that the train may continue at the slow speed with its brakes off and without violating the rule above stated of coming to a full stop consequent upon the existence of the two conditions, i. e. brakes applied and slow speed.

1 have therefore provided means whereby the function of the automatic brake system can be eliminated entirely independently of the operation of the valve HG and with the train running free at the stated slow speed.

This means consists of what 1 term for convenience an automatic speed control valve interposed between the automatic brake valve HG and the eliminating valve B and controlling the supply of air to the latter.

This valve C consists of a sliding rod having a port 59 which is adapted to register with either of the passages 60, (il of the valve. casing to permit the passage of air to the pipe 52, leading to the eliminating valve B to set it in eliminating position, is being understood that this eliminating valve is nor- Imally held open and is returned to its open position, when air pressure is taken ofi', by a spring. Air is supplied to the passage (5() by a pipe 52h from chamber l) of the ordinary Vestinghouse automatic brake valve H6 through a plug valve 58 in a branch pipe 52 of the pipe 52h. The position of the valve C is controlled by a speed governor, consisting of balls 62 on arms 63 connected to the valve rod and to a shaft 64 of a bevel gear 65 which llU is driven by gears 66, 67 from a ierible shaft 68 driven from the Wheel 69 of the pony truck. The valve rod has a reduced end slid ing in the shaft with a spring() for pressing the valve normally upward to make its port 59 align with passage 60 which receives air pressure through the pipes 52c and 52" from chamber D of the automatic 'brake valve lil when plug valve 58 is opened. This valve is opened by a lever 7l which is operated by a push'button 72. The valve is closed by a plunger 73 pressed by a spring 74, this plunger having a valve 75 at its lower nd which when the push. button is pressed., ad-r mit-s air from the pipe 52b and the branch 52d. rllhis air passes through a passage 83 to a vane wheel 7 6 and turns the same, and

this vane wheel has it shaft 7 7 provided with a gear 78 meshing with a gearl') on the same shaft 8O with a cam 8l having a recess or low part S2 which normally receives the end of the lever 7l.

Supposing now that the train is running at the prescribed slow speed which insures the control by the engineer to effect a quick stop, if necessary, say, at ten miles an hour,

and the train approaches a caution signal, the engineer docs not want to have the brakesy applied automatically by the ramp, nor does he want to apply .them by making a lifestinghouse application by operating automatic brake valve H6. On the contrary, he wants to pass the caution signal at the slow speed stated and without applying .the brakes, because if the latter effect( happened, he lniows that he must come to a full stop in order to 4obey the rule against thereafter releasing the brakes at said slow speed.

He, therefore, docs not manipulate valve HG but simply pushes butt-on 72 before the ramp is reached. This will `operate lever 7l, open plug valve 56 and allow air pressure to pass freni chamber D of tlievalve il through pipe 52 to passage 60, and, because of the slow speed at which the train is riuiningt-he governors 62, 63 will be holding the slide valve C up with its port 5l) in line with passage 60, and therefore air prersure will pass from passage 6G through pipe `52a to the eliminating valve and the same will be forced down against the pressure. of its spring and the eliminating valve will close communication through pipe l5 .to the automatic service valve A and also the disabling valve B and the automati system will be prevented. from operating, lespite the fact that the roller' l will have been lifted i the same and turning the cam 8l. in the arrow direction so that its high part will hold the lever 7l in its operated position with the valve 58 open and withthe valve 75 also open unt-il the low part 82 of the cam comes under the lever, when the spring Tft will operate the lever to close both valves 58 and 75, thus completing one cycle of operation of the timing mechanism. `The closing of valve 58 will cut olf air pressure from the eliminating valve which will then be restored to open position by its springq the air passing out from pipe 52a through any suitable lealiage fspace, for instance, along the stein of valve C, which is loose enough in its slide bcarings to allow this, but not loose enough. to prevent delivery of high pressure to the eliminating valve. y This cycle of operation of the timing mechanism is suliicient yin duration to permit the roller l to pass the ramp and also to permit the valve 19 to be reset by the building up of pressure in pipe 15 before the eliminating valve is again opened. lt will be imderstood that when the eliminating` valve B is closed pressure immediately builds up in pipe l5 and this will restore the valve l5) to normal position. Should the nextsignal still be a caution signal, the enrincer can vpress the button and the above operations will be repeated. Should the next signal be clear the engineer can speed up andy this action will violate no rule, his brakes not having been applied and there being therefore no necessity for their release while running slow.

The operations above described will not interfere with the engineer in stopping the train at any time by operating automatic brake valve ll and getting a Westinghouse application of the brakes by exhausting the air at B. l). EX.

,'As above pointed out, the pipe 52 leading from the automatic brake valve lvl connectsI with. the passage 6l of the automatic speed control valve and it will be observed that, when the train is ruiming at a prescribed low speed, this passage and pipe 52 will be closed,

because the valve C will be standing in slow speedposition with its port. 59 in line with passage 60. The engineer therefore in order to eliminate the automatic system is forced to push 'the button. He cannot elimina-te by voperating the handle of automatic brake valve l "l because the pipe 52 leading therefrom is shut off by valve C.

High speechlf the train is running at high speed or at a speed above the prescribed low speed of say, ten :miles an hour, the valve C will be moved by the governor so that the passage 61 will be opened. 'lhe engineer can then eliminate the functions of the automatic systemwhen he makes a Westinghouse application of the brakes by operating the automatic brake valve H because the air pressure is then free to pass through the pipe 52 to passage 61 and pipe 52;l to the eliminating valve. In this action the air to pipe 52 is supplied from a supplemental valve casing 7L, F ig. 9, on the casing ot engineers valve H6 having a supplemental valve h2. This valve is held on its seat by main reservoir pressure and a spring. A cam member 7a3 on the handle ot this valve HG rides over a ball on the tluted stem ot the supplemental valve 71.2 to force it from its seat, when handle h5 of the valve H6 is turned into position to slow down the train and then air pressure will pass from the space its to pipe 52 and to eliminating valve B to prevent the operation of valves A and B. H', after having placed valve HG in service position to slow down the speed, the engineer, by reason ot becoming incapacitated, or :tor any other reason, should put the handle ot this valve out ot service position, the air will be taken off from the eliminating valve and the spring ot this valve will open it and allow air pressure to pass to the valves A and B when the roller 1 is lifted by contact ing with the ramp, with the result thatv the train will be stopped automatically.

The taking oli of air irom the elimina-ting valve when the valve HG is put out of service position, i. e., when valve 7a2 closes, will be due to leakage past the ball h4 from pipe 52 to atmosphere.

Having applied the brakes as just stated, if the engineer wants to run by the caution board with the brakes eti in order to continue running slow and avoid a complete stop, he can watch the speedometer and when this shows that the speed ot the train has been reduced to the point of quick control before reaching t-he ramp and that the governor has set the valve C to open passage 5G, he places the handle of valve H6 either in re- .lease or running position, thus releasing the brakes. He then pushes the button 7 2 so that pressure will be continued on the eliminating valve through port 60, instead of through port 61.

Having applied the brakes as just stated, it the engineer wants to run into the caution block with the brakes off in order to continue running slow and avoid aI complete stop, after roller 1 passes the ramp, he can watch the speedometer and when thisI shows that the speed of the train has been reduced to the point ot quick control, and consequently that the governor has set the valve C to open passage he will iirst push the button so that the eliminating valve will be subjected to the pressure trom chamber D as above described, and this will be maintained in eliminating position closing pipe 15, and having done this the engineer can set his automatic brake valve H? either in release or running position again, thus releasing the brakes, so that the train ma)7 continue running at the prescribed slow speed.

The pressing ot the button in the action just described before operating the automatic brake valve H6 t0 running position is necessary, because were the brakes taken oli" lirst and had the valve 19 not been given time to be restored to normal position, the setting ot the valve H6 in ruiming position would have cut oli:1 air pressure from eliminating valve B and this would have beenreset to open `position by its spring and consequently the air pressure could pass from valve 19 through the eliminating valve to the automatic service valve A with the result that the brakes would again be applied.

The train would then be brought to a full stop by this automatic system despite the control of the engineer. This result would be forcedA upon the engineer contrary to his wishes, but it he had pressed the but-ton before lie took the handle of the HG brake out ot' service position` he would have put pressure against the eliminating valve, holding it shut so that it valve 19 had not completed its operation it would not all/ect valve A and disabling valve B.

I have provided means whereby the speed of the train may be prevented from exceeding that predetermined upon.

This consists of a valve 76* closing a port 7 7 X leading to the atmosphere from a branch pipe 52e which connects with the pipe 52b leading to chamber D. This valve is operated by the speed controlled valve but through a lost motion connection formed by the valve stern having a head 78X in a cylinder 79X of the speed controlled valve. As the speed controlled valve moves down upon the increase of speed of the train, the head 78X will be contacted by the upper end ot the cylinder of the speed controlled valve when this reaches a position corresponding to the maximum speed predetermined upon beyond which the train must not go. lVhen this contact takes place, the valve 76X will be opened to discharge the air and thus eiiect the application of the brakes. The valve is adjustable` so that it will be operated at diierent points in the movement of the speed controlled valve ac cording to the maximum speed determined upon7 and for this adjustment one side of the valve casing is removable so that access may be had to the screw 8OX by which the valve stem may be set in relation to the valve, so that the head 78 will be struck sooner or later according to the speed desired. The valve is pressed up against its seat'by a spring'l A speedometer is shown at 82: driven from the llexible shaft 68 through gearing 66 and 67 and shaft 83X.

I have improved the construction and operation of the disabling valve.

The valve comprises a casing Ba having pipe 50 connected at its upper end, leading main reservoir pressure thereto trom the engineers automatic brake valve HG ('West nghouse), and having pipe 50"L connected at through the pipe 5U, and a positive seat provided in both instances with the pressure back of the valves and acting in a direction axially thereof to hold them firmly to their seats.

Each valve has a stem 85 guided in a collar 8T screw threaded intov an interior casingy 88 which is clampedin place between the head B oit the valve casing and the main part of the said casing. i

Each valve stein has a head 89-on its inner end. Between these heads is,l located a roeking member 90 on a shaft 91 journalled in the main casing of the valve and having an a 1in 92 connected by'linksQS, 94, with pistons 95,

96 one of which is 'located in a cylinder 57K connected with the pipe 57 leading from the engineers independent brake valve S, and theotlier piston 96 is located in a cylinder 5lX which is in connection with the cylinder 5l which in turn connects with pipe 51 leading iroin the automatic service valve A.A i

Supposing the valve to be open as in Fig. 5 and that an automatic application 'of ythe brakes takes place, the air pressure l'upon 4operating automatic service valve A and`be iore this has been completely operated torelease train pipe pressure, as above described, through port t for setting the brakes, will pass through pipe 5l and will move the piston 5l in cylinder 5l against the pressure oi? its spring 97, and this will result Vin uncoifering port 98, thus allowing air rom pipe' 5l to reach the piston 9G, moving this lettward, and thus through the link `and arm 92,'

turning the rocker arm 90 from its position shown in Fig. 5, where it is holding the'valve members open, to the cross-wise position shown in Fig. 7, which will allow the springs 99 to close the valve members upon their seats, thus eectually closing all ,communication be tween the engineers automatic-brake valve H6 and the train pipe, so that the engineer can-y y not recharge the train pipe'and release the brakes until alter a prescribed period ottime has elapsed, during which period the train will have lowered its speed to the point'where Ait is well under the control of the engineer or has stopped.

Describing more i the piston 5l leitward will. iirst operate a dctent 100 pivoted on the cylinder casing and withdraw this detent from the notch 101 oi the piston 98, so this will be free to move lettward under the pressure of air admitted through the port 98. Up to this time, however, the piston 96 has been held locked, in

Y detail the actionjust described, it will be noted that the movement of the position shown in Fig. 5, by the detent,

and consequently, the rockerarm 90 is held iirinly looked to maintain the valve members in open position. Under this condition, Vyno jar or vibration due to the ruiming of the trainor bumping of cars will have any effect in displacing the valve members, whichV will maintain their open positions. The leftward movement of the piston 51 will bring its shoulder 5la into position to be engaged by the upper end of the detent under action oi' the spring 51D and therefore the piston 51 will be held lockediin` its operated position at the lett oij the cylinder and asillustrated in Fig. 7. This locking of the ypiston 5l in its lettlward position will maintain port 98-open, and

therefore the air pressure inbleeding out through pipe 51, automatic service valve A,

pipe l5, and trigger valve, as above described,

will reduce the air pressure in cylinder 51x to atmosphere and then when air pressure is iiif troduced from engineers valvey S6, through pipe 57 into cylinder 57X and acts on the `piston 95, this will be moved towards vtheright and through the link and lever the rocking cross arm will be turned 4'from the position shown in Fig. 7 to that shown in Fig. 5, toV open both or the valve members against/the tension of their springs, and :thus place this valve organization in condition to afford coinmunication between the engineers automatic brake valve H6 and the train pipe through pipes 50, 50, so that the train pipe can bere-4 charged andthe brakes released when the engineer so desires, or by operating his valve HG the engineer can apply .the brakeswithout interference by this disabling valve, which is now, as stated, held open or in Lnormal condition. p

In fmoving towards the right from `thepofk sition of'Fig, 7, during jthe opening oi the valve, the piston 96 will work against the cani edge 100 or' the detent 109 and withdraw this detentfrom the shoulder 51a oi the piston '51', and the spring of this Apiston will then move it to the right readytor another action, and when the parts are again innormallopen posi.- tion the detent will lock piston 96 and prevent jar orshock 'from having'any effect on the yvalve mechanism which might displace the valve members.

It will: be noted that the valve operating mechanism in closed `position receives the forated at 102 for the passage ot air.

The rocking cross arin isadapted to open the lower valve nieml'ier 85" first and ininiediately aiterthis has been opened, the upper valve member will be opened.` IByjreason of lll?) i lo this, the operation is rendered easier, because, instead of initiating the action against the pressure on both valves, the pressure on only one valve need be dealt with at first and when this valve member opens, pressure will be equalized on the two sides ot the upper valve, and this will then be opened with ease.

At 103 is shown an exhaust port for valve S6. -This takes the place of the usual exhaust port from valve SG which ordinarily discharges to atmosphere. In the present arrangement, this exhaust port will be closed by piston 95 when the disabling valve is in closed position, as in F ig. 7. When valvey SG is operated to deliver air into pipe 57 this will first operate piston 95 and open the disabling valve and then the air pressure will exhaust through port 103 from pipe 57 and valve S, leaving this port open, so that then the engineer may use his S6 valve as freely as though pipe 57 were not there.

Instead of employing the form of timing mechanism consisting of the cam 8l, the gearing, vane wheel, lever 7l and also the valve 58 for admitting air to the pipe 52C, I may employ the timing mechanism shown in Fig. 4a, and utilize the valve 75 as the means for admitting air into the pipe 52C, and thence through port 60 and pipe 52a, when the governor is in the position of slow speed shown in full lines of Fig. 2, with the valve port 59 open.

-This mechanism consists of a stem 7 2a working in the cylinder 84 and having an air tight plunger 85 of cork. The lower end of the stem bears on the top of valve 75, and when depressed moves the valve from its seat to admit air pressure into the pipe 52C directly, and from the pipe 52h. At the same time a piston 86 in the larger cylinder 87 moves down, it being connected with the stem, and this piston forces air out of the cylinder through the port 88 controlled as to its size by the pin 89, suitably adjustable. lVhen pressure of the hand is relieved from button 72, the piston rises under the pressure of the spring of valve 75 under control of air slowly admitted through small port 88, and hence valve 75 will be held open for the prescribed period of time to permit the ramp to be passed, and the eliminating valve B will be held in eliminating position until the plunger is raised far enough, by the spring of valve 7 5, to allow valve 7 5 to close and cut oit the air pressure to pipe 52e. The eliminating yvalve will then open byits spring, the air above the eliminating valve leaking out around the stem of valve 75.

I claim:

1. In a train controlling system, automatic brake applying means to be operated by ai r pressure, for applying the brakes, an eliminating valve for cutting oii the supply o t air to said automatic means to eliminate the tunetion thereof when the engineer is attent-ive and operates his valve to eii'ect application of the brakes, and controlling means i'or operating the eliminating valve by the engineer independently of the operation of the engineers valve, to eliminate the function of the automatic brake applying means when the train is running at a prescribed reduced speed, substantially as described.

2. In a train controlling system automatic brake applying means to be operated by air pressure `tor applying the brakes, an eliminating valve for cutting oil' the supply o'li air to said automatic means, to eliminate the function thereof when the engineer is attentive and operates his valve to eiect application ot the brakes, and controlling means tor operating the eliminating valve by the engineer independently of the operation of the engineers valve, to eliminate the function ot the automatic brake applying means when the train is running at a prescribed reduced speed, and speed governor means for permitting the eilective operation of said controlling means at the prescribed slow speed, but preventing said means from eli'ecting the operation of the eliminating valve at higher speeds, substantially as described.

3. In combination, a valve to supply air pressure, automatic brake applying means operated by said air pressure, said valve beingv adapted to be reset by the building up ot pressure beyond it in the automatic system, an eliminating valve between said tirst mentioned valve and the automatic brake applying means, an automatic brake valve operable by the engineer Ato set the brakes, and at the same time operate the eliminating valve to cut out the automatic brake applying means, hand Voperable means independent of the engineers automatic brake valve tor operating the eliminating valve to cut out said automatic brake applying means, a speed governor for rendering the operation of said independent hand operable means effective in setting the eliminating valve in its eliminating position when the train is ruiming at a rescribed slow speed and to prevent said independent means from setting ythe eliminating valve while the train is running` at a higher speedand timing means for maintaining the eliminating valve in its set position for a prescribed period until the valve first mentioned has reset itselt, substantially as described.

4l. In combination a valve to supply air pressure, automatic brake applying means operated by said air pressure, said valve being adapted to be reset by the building up ol. pressure beyond it in the automatic system, an eliminating valve between said first mentioned valve and the automatic brake applying means, an automatic brake valve operable ay the engineer to set the brakes, and at the same time operate the eliminating valve to cut out the automatic brake applying means,

hand operable means independent of thelengineers automatic brake valve for o erating the, eliminating valve to cut out said automatic brake applying means, a speed governor for rendering the operation of said independent hand operable means eilective in setting the eliminating valve in its eli1ninat-- ing position when the train is running at a prescribed slow speed and to prevent said independent means from setting the eliminating valve while the train is running at a higher speed, andl timing means tor maintaining the eliminating valve in its set position for a prescribed period until the valve tirst mentioned Ahas reset itself, said kindependent means setting the eliminating valve by air and said timing means operating by air, substantially as described. f n

5. In combination with an air brake system, including an automatic brake valve to be operated by the engineer for setting the brakes, an air pressure operated syst-em for set-ting the brakes automatically, air pressure operated eliminating means for climinatingv the operation ot the automatic brake applying system When said automatic brake valve is operated by the engineer, and the train is running at a speed above a prescribed speed, independent hand operable means for supplying air pressure for setting the eliminating valve, when running at a speedbelovv that prescribed, and speed governor means or preventing the setting of the eliminating valve by the engineers automatic brake valve when the train is runing at the loW speed and preventing the setting of said eliminating valve bysaid independent means when the train is running at a speed above that prescribed, substantiallyas described.

6. ln combination, an auto-matic brake valve substantially like the valve H6 of the 1llVestinghouse system, said valve being adapted to apply the brakes when its handle is operated by the engineer, an air pressure operated system for automatically applying the brakes, air pressure operated means for eliminating the functionl ot said automaticy system, an air pressure pipe leading to said eliminating' means, a speed governor controlled valve controlling the supply of air to said pipe, a pipe leading to said valve to supply air pressure therethrough to said first mentioned pipe when said valve is set in slow speed position by said governor, and a pipe leading to said speed governor controlled valve to supply air' pressure therethrough, from the said valve H" tothe pipe iirst mentioned for setting the eliminating means when the said governor controlled valve has been set in high vspeed position by the said governor and the valve H6 has been operated to apply the brakes, and means to be operated by the engineer for controlling the air pressure from chamber D to the said governor controlled valve, substantially as described.

7. In; combination, an automatic brake valvensubstantially like the valve H6 ot the Westinghouse system, said valve being` adapted to apply the brakes when its handle is operated by the engineer, an air pr ssure operated system for automatically applying' the brakes, air pressure operated means tor eliminating the function said automatic system, an air pressure pipe leading to said eliminating means, a speed governor' controlled valve contro-lling the. supply of air to said pipe, a pipe leading to said valve to supply air pressure therethrough to said l'irst mentioned pipe, when said valve is in slow speed position by said governor, and a pipe leading to said speed governor, controlled valve to supplyair pressure, therethrough 'from the said valve lil to the pipe .first mentioned for setting the eliminating means when the said governor controlled valve has been set in high speed position by the said governor and the valve H6 has been operated to apply the brakes, and means to' be operated by the engineer tor controlling the air pressure from chamber D to the'said governor controlled valve, and timing means set in operation by the operation of the last mentioned, means to hold said means in operated position i'or a prescribed period, substantially as described.,

8. ln combination an automatic brake valve operable by the engineer for setting the brakes, an air pressure system operating automatically tor setting the brakes, means tor eliminating the function ot said Vautomatic system at. times said eliminating means being setby air pressure, a speed governor controlled valve for supplying air tosaid eliminating means, two air pressure supply conduits leading to said governor controlled. valve, `one for high speed and one tor loiv speed, and means whereby the engineer'may f permit or prevent the passage of air through said lov.T speed conduit to the governor controlled valve, the said automatic brake valve controlling the passage ol' air pressure through said high speed conduit, substan-y tiallyas described.

9. In combination in an air brake system an automatic brake valve li to be operated by the engineer for setting the brakes, any air operated means for setting the brakes automatically, a valve C, tivo conduits 52 and 52h leading to said valve C, the conduit 52 being supplied With air from f'alve H when the latter is operated by the engineer, 'an eliminating valve for cutting oft' air pressure supply to the automatic brake applying means to eliminate the function th erect, a conduit 5%'L for supplyingair from valve C to the said eliminating valve, a speed governor controlling the position ot the valve C to connect conduit 52 With pipe 52a when the engine is running at a prescribed speed and to connect conduit 52h with conduit 52al whenk the speed is lowlll) ered, and a valve for controlling the conduit 52h, said valve being operable by the engineer, substantially as described.

l0. ln combination in an air brake system an automatic brake valve H6 to be operated by the engineer for setting the brakes, an air operated means 'tor setting the brakes automatically a valve C, two conduits 52 and 52b leading to said valve C, the conduit 52 being supplied with air from valve HG when the latter is operated by the engineer, an eliminating valve ior cutting otl' air pressure supply to the automatic brake applying means to eliminate the iunction thereof, a conduit 52' for supplying air from valve C to the said eliminating valve, a speed governor controlling the position of the valve C to connect conduit 52 with pipe IL when the engine is running at a prescribed speed and to connect conduit 52b with conduit 52 when the speed is lowered, and a valve for controlling the conduit 52b said valve'being operable by the engineer, and timing means operated by air Yfor holding latter valve open tor a prescribed period.

1l. In combination in an air brake system an automatic brake valve H to be operated by the engineer for setting the brakes, an air operated means for setting the brakes automatically a valve C, two conduits 52 and 521 leading to said valve C, the conduit 52 being supplied with air from valve HG when the latter is operated by the engineer, an eliminating valve for cutting olf air pressure supply to the automatic brake applying means to eliminate the function thereof, a. conduit 52a for supplying air from valve C to the said eliminating valve, a speed governor controlling the position of the valve C to connect conduit 52 with pipe 522L when the engine is running at a prescribed speed and to connect conduit 52b with conduit 52CL when the speed is lowered, and a valve for controlling the conduit 52b said valve being operable by the engineer, timing means operated by air for holding valve 58 open for a prescribed period, and a valve operated by the engineer at the time valve 5S is operated to supply air pressure to the said timing means.

l2. ln combination in an air brake system an automatic brake valve to be operated by the engineer for applying the brakes, automatic brake applying means, an eliminating valve to eliminate the function of said automatic brake applying means, a speed governed valve for controlling the operation of the eliminating valve, means for operating the eliminating valve when the speed governed valve is set at low speed position, the said speed governed valve permitting the operation oit the automatic brake valve to operate the eliminating valve when the speed ot the train is above a prescribed limit and an air release valve controlled by the governor for releasing the air to set the brakes when the speed of the train exceeds a certain limit, substantially as described.

13. In combination an engineers automatic brake valve which when operated will apply the brakes, automatic brake applying means to setthe brakes, an eliminating valve for eliminating the function ot the automatic brake applying means, a connection for supplying air pressure to said eliminating valve iro-r setting the same when the engineers automatic brake valve is operated, an independent hand operable device for supplying air pressure to the eliminating valve to set it in eliminating position, a speed governed valve controlling the connections between the said independent hand operable device and the engineers automatic brake valve and the eliminating valve, a valve operated by the independent hand operable device for supplying air pressure through the speed governed valve when this is set in low speed position, timing means controlling the period of operation of the last named valve, said timing means being operatable by air pressure and a valve controlled by the independent hand operable device for supplying air pressure to the timing means, substantially as described.

14. ln combination in train stop mechanism, means automatically operated by air pressure for setting the brakes, an engineers valve controlling air pressure for recharging the train pipe and releasing the brakes, and a disabling valveto prevent the engineer from recharging the train pipe until after a prescribed period of time has elapsed, said disabling valve comprising two members, sea-ts therefor, one of said` members seating in the direction of air pressure from the engineers valve and the other member seating in the direction of air pressure from the train pipe, and mea-ns operated by air pressure for seating the valve members to disable the engineers valve when the brakes are set, substantially as described.

l5. In combination in train stop mechanism, means automatically operated by air pressure :tor setting the brakes, an engineers valve controlling air pressure for recharging the train pipe and releasing the brakes, and a disabling valve to prevent the engineer from recharging the train pipe until after a prescribedperiod of time has elapsed, said disabling valve comprising two members, sea-ts therefor, one of said members seating in the direction of air pressure from the engineers valve and the other member seating in the direction of air'pressure from the train pipe, and means operated by air pressure for seating the valve members to disable the engineers valve when the brakes are set, said last mentioned means being freed from the air pressure by a bleeding action of the air therefrom after the automatic setting of the brakes has taken place, and means operated ion llO

tion of the train, substantially as described.

17.v In combination' in train stop mechanism, means automatically operated byair pressure for setting the brakes, an engineers valveior controlling air pressure for recharging the train pipe and releasing the brakes, a disablingvalve to rprevent the engineer from recharging the trainpipe, means for locking the disabling valve in open position, air pressure operated means for releasing the lock, for the closing of ythe valve, means for bleeding the air pressure away to allow the valve to beopened after a prescribed period of time has elapsed, and mea-ns operated by air pressure controlled by the engineer for opening the valve, substantially as described.

18. In combination in train stop mechanism, means automatically operated by air pressure for setting the brakes, an engineers valve for controlling air pressure for recharging the train pipe for releasing the brakes, a disabling valve to prevent the engineer from recharging the train pipe, said valve comprising two members for closing the pipe leading from the engineers valve to the train pipe, one seating in the direction of the pressure from the engineers valve and the other seating in the direction of pressure Yfrom the train pipe, a rocker arm between tlie valves for opening them, a cylinder and piston subjected to air pressure and connected with the rocker arm, a detent engaging the piston, a second piston andA cylinder, an air pressure connection to the second cylinder, a port bet-Ween the cylinders controlled by the second piston whereby air is let into the first cylinder after the detent is released by the movement of the second piston under pressure oi3 the air, said detent holding the second piston in its open position, means for bleeding the said cylinders ot air, a piston connected with the rocker arm for opening the valve members, a cylinder therefor, and means under the control of the engineer for introducing air pressure into said cylinder for opening the valve members, the said detent being released from the second piston by the action of the irst piston moved by the opening of the valve members, substantially as described.

19. In combination in train stop mechanism, means automatically operated by air pressurefor setting the brakes, anv engineers valve controlling air pressure for recharging the train pipe and releasing the brakes,a disabling valve to prevent the engineer from recharging the train pipe until after a prescribed period ot time has elapsed, said disabling valve comprising a pair of valve members, each closing upon a seat in the direction of the air-.pressure exerted thereupon, springs tending to hold the valve members seated, a member arranged between the stemsof the valves, and means 'for operating the said member to open the valves against the pressure of their springs, substantially as described. a Y

20. In combination in train stop mechanism, means automatically operated by air pressure for setting the brakes,an engineers valve controlling air pressure for recharging the train pipe and releasing the brakes, a disabling valve to prevent the engineer from recharging the train pipe until after a prescribed period oi timehas elapsed, said disablingvalve comprising a pair of valve meinbers, each closing upon a seatin the direction of the air pressure exerted thereupon, springs tending to hold the valve members seated, a member arranged between the stems of the valves, and means for operating the said member to openthe valves against-the pressure of their springs, said member being arranged to open one of the valves in advance of the other, so that the one valve which is first opened will enable the pressure to be equalized on the rear side of the other valve in respect to the pressure tending to hold said valve closed.

21. In combination in train stop mechanism, means automatically operated by air pressure for setting the brakes, an engineers valve controlling air pressure i'or recharging the train pipe, land a disabling valve comprising two valve members, one seating in the direction of air pressure from the engineers valve and the other seating in the direction of pressure from the train pipe, and means for opening said valve members one in advance of the other to equalize the pressure upon the valve last operated, substantially as described.

22. In combination in train stop mechanism, means for automatically setting the brakes by releasing air pressure, an engineers vvalve to rechargey the train pipe, disabling valve means to prevent the engineer from recharging the train pipe, a piston forming part of the valve operating means, a cylinder, a detent for holding the piston with the valve Vmechanism in open position, a second cylinder having a port leading to the first cylinder for supplying air to and permitting air to bleed from the first cylinder, said second piston when operated by air pressure releasing the detent, and then uncovering the said port to allo-W air pressure to reach the iirst piston, said detent then holding the second pist-on in its operated position, air pressure operated means for opening the valve mechanism and thereby restoring the irst piston to normal position after the air pressure has bled away therefrom, said first piston operating the detent to release the second piston, and a spring for returning the second piston to normal position, covering sai-d port, substantially as described.

23. In combination in automatic train stop mechanism, means automatically operated by air pressure for setting the brakes, an engineers valve for recharging the train pipe for releasing the brakes, a disabling valve Jfor preventing the engineer from recharging the train pipe until after a prescribed period of time has elapsed, means for locking the disabling valve in open position, and air pressure operated means for releasing said locking means, said disabling valve when released seating in the direction of pressure thereon, whereby said valve Will be held against dislodgment from its closed position, substantially as described.

25. In combination with an eliminating valve, a speed governed valve for supplying air pressure thereto to set it in eliminating position, a valve for supplying air to the speed governed valve, a hand operable device for opening said valve, and pneumatically controlled timing means for ietarding the closing oit' said valve for a prescribed period of time, said timing means including a piston, a cylinder, a small air port through which the air is expelled when the piston is moved by said hand operable device, said piston being restored to normal position by the inlet of air through said port, substantially as described.

In testimony whereof, I aliix my signature.

PATRICK J. CLIFFORD. 

